Race Car

ABSTRACT

The present invention relates to a race care design having a number of novel features. The car is constructed as a tube-frame chassis covered in a stressed steel skin welded thereto, such that the skin becomes a stressed component of the entire car. The car&#39;s driveline is assembled using an off-the-shelf transmission and a rear end with custom adaptors to couple the rear end to the transmission and to couple the driveline to the car chassis for rigidity. The prior art rear end is modified from its standard solid rear axle configuration to an independent suspension for each rear wheel through the use of several adaptor components.

TECHNICAL FIELD OF THE INVENTION

[0001] The present application generally relates to automotive vehiclesand, more particularly, to a race car.

BACKGROUND OF THE INVENTION

[0002] Automobile racing employing open wheeled race cars has enjoyedwidespread popularity throughout the world. Currently in the UnitedStates, the Indy Racing League (IRL) enjoys a very large audience ateach of its super speedway venues. At each of these events, largenumbers of fans pay to see high-powered, high-speed open-wheeled racecars compete on an oval track. The cost to the teams competing in theseevents is quite substantial, usually being measured in the millions ofdollars for a single season.

[0003] At the grass roots motor sports level, there are severalrear-engine open-wheeled race car series which are designed to beattractive to entry-level racers and those at the lower levels of theracing hierarchy. Examples include, Formula Vee, Formula Ford, andToyota Atlantic race car designs. Such races are normally amateurevents, not run for money. Each of these race car platforms areappealing to racers at these levels because of their relatively low costand the thrill that can be obtained from racing them. Typically, thesemachines will have top speeds in the 100-120 mph range, depending uponthe track that they are raced upon. However, all of these rear-engineopen-wheeled race cars are raced on road courses rather than on ovals.

[0004] Additionally, prior experience has proven that these racingplatforms are not popular with spectators, and consequently, such racesare attended by few spectators who do not have some personalrelationship with the race car drivers or car owners. In fact, theorganizers of these events do not even attempt to sell tickets tospectators. It is believed that much of the reason for lack of fansupport for these race series results from the fact that the cars, whilesuperficially resembling the higher echelon race cars such as IRL cars,do not obtain as high a top speed as the IRL cars, are much quieter, aresmaller, and have thinner wheels. All of these factors appear todecrease the amount of excitement felt by spectators while watchingthese cars race.

[0005] There do exist a number of oval track venues for racing levelsbelow the IRL level, such as midget cars and sprint cars, and theseevents do attract large numbers of paying spectators. These are normallyprofessional events run for money. However, these cars are allfront-engine cars (rear-engine cars normally being disallowed by therues) that race predominantly on short dirt tracks and that do not reachvery high top speeds (as compared to IRL cars).

[0006] There is therefore a need in the racing industry for arear-engine open-wheeled race car designed for oval track racing thathas a low enough cost for race drivers at the lower echelons of theracing hierarchy to afford, but will still obtain very high maximumspeeds, create a sound similar to the IRL race cars, and look physicallysimilar to the IRL cars, thereby drawing paying spectators to watch thecars compete. The present invention is directed toward meeting thisneed.

SUMMARY OF THE INVENTION

[0007] The present invention relates to a race car design having anumber of novel features. The car is constructed as a tube-frame chassiscovered in a stressed steel skin welded thereto, such that the skinbecomes a stressed component of the entire car. The car's driveline isassembled using an off-the-shelf transmission and a rear end with customadaptors to couple the rear end to the transmission and to couple thedriveline to the car chassis for rigidity. The prior art rear end ismodified from its standard solid rear axle configuration to anindependent suspension for each rear wheel through the use of severaladaptor components.

[0008] In one form of the invention a race car chassis is disclosed,comprising a plurality of tubular elements welded together to form aframe of the race car; and a plurality of steel skin sections welded tothe frame wherein the plurality of steel skin sections form a stressedcomponent of the race car.

[0009] In another form of the invention, a method for welding asubstantially flat sheet of metal to a section of metal tubing isdisclosed, comprising the steps of (a) placing the metal sheet such thata first edge of metal sheet rests upon the metal tubing and a remainderof the metal sheet extends beyond the metal tubing; (b) forming a firstseries of spot welds from a first side of the metal sheet and along thefirst edge of the metal sheet, thereby joining the metal sheet to themetal tubing;

[0010] In yet another form of the invention, a race car is disclosed,comprising a frame; an engine attached to the frame, the engine having acrankshaft extending therefrom; an engine plate coupled to the frame andhaving a first hole therethrough for passage of the engine crankshaft; atransmission mounting plate coupled to the engine plate and having asecond hole therethrough substantially aligned with the first hole ofthe engine plate; a transmission mounted to the transmission mountingplate and having a transmission input shaft and a transmission outputshaft, wherein the transmission input shaft extends through the secondhole and is operatively coupled to the engine crankshaft; an adaptorcoupled to the transmission and surrounding the transmission outputshaft, the adaptor having an internal cylindrical bearing surface; arear end mounted to the adaptor and having a rear end input shaftsurrounded by the adaptor; a drive coupler coupled to the transmissionoutput shaft and to the rear end input shaft and disposed within theadaptor for rotation within the internal cylindrical bearing surface;and at least one driveline stiffening plate mounted to the transmissionmounting plate and to the rear end, whereby flexing between thetransmission and the rear end is substantially reduced.

[0011] In another form of the invention, a race car is disclosed,comprising a frame; an engine attached to the frame, the engine having acrankshaft extending therefrom; a transmission coupled to the frame at afirst location and having a transmission input shaft and a transmissionoutput shaft, wherein the transmission input shaft is operativelycoupled to the engine crankshaft; a rear end coupled to the transmissionand having a rear end input shaft operatively coupled to thetransmission output shaft; and at least one driveline stiffening platecoupled to the frame at a second location adjacent the first locationand further coupled to the rear end, whereby flexing between thetransmission and the rear end is substantially reduced.

[0012] In another form of the invention a rear axle for a race car isdisclosed, comprising a rear end having an input shaft; a hollow spoolcoupled to the rear end and operative to rotate with rotation of therear end input shaft, the spool having a first spool side and a secondspool side thereof; first and second half axles, the first half axlecoupled to the first spool side and the second half axle coupled to thesecond spool side, each of the first and second half axles comprising arear end adaptor flange having a first rear end flange side coupled tothe spool, and a second rear end flange side; a half shaft having afirst half shaft side coupled to the second rear end flange side, and asecond half shaft side; a hub adaptor flange having a first hub flangeside coupled to the second half shaft side, and a second hub flangeside; a short shaft having a first short shaft side coupled to thesecond hub flange side, and a second short shaft side; and a wheel hubcoupled to the second short shaft side.

[0013] In another form of the invention an independent rear suspensionfor a race car is disclosed, comprising an upright having a passagetherethrough, said passage having a first bearing surface and a secondbearing surface; a hub having an internal bearing surface rotatinglyengaging the first bearing surface; a short shaft extending through saidpassage and having a first end coupled to the hub and a second endrotatingly engaging the second bearing surface; and at least onesuspension component coupling the upright to a chassis of the race car.

BRIEF DESCRIPTION OF THE DRAWINGS

[0014]FIG. 1 is a first perspective view of a tubular chassis of a racecar of the present invention.

[0015]FIG. 2 is a second perspective view of the tubular chassis of therace car of the present invention.

[0016]FIG. 3 is a partial perspective view of the tubular chassis of thefront end of the race car of the present invention.

[0017]FIG. 4 is a partial perspective view of the tubular chassis of therear end of the race car of the present invention.

[0018] FIGS. 5-8 are perspective views of a tubular chassis of thepresent invention partially covered with a stressed steel skin.

[0019] FIGS. 9-12 illustrate a preferred weld configuration forattaching the stressed steel skin to the tubular chassis of the presentinvention.

[0020]FIG. 13 is an exploded perspective view of a preferred embodimentdriveline of the present invention.

[0021]FIG. 14 is a first partial perspective exploded view of thedriveline of FIG. 13.

[0022]FIG. 15 is a second partial perspective exploded view of thedriveline of FIG. 13.

[0023]FIG. 16 is a side elevational view of a driveline stiffening plateof the present invention.

[0024]FIG. 17 is a perspective view of a transmission/rear end adapterof the present invention.

[0025]FIG. 18 is a perspective view of a drive coupler of the presentinvention.

[0026]FIG. 19 is a perspective view of the drive coupler of FIG. 18partially inserted into the transmission/rear end adapter of FIG. 17.

[0027]FIG. 20 is a partial exploded perspective view of a preferredembodiment driveline of the present invention.

[0028] FIGS. 21-24 are perspective views of the preferred embodimentdriveline of the present invention mounted to the preferred embodimenttubular chassis of the present invention.

[0029]FIG. 25 is an end elevational view of a spool of the presentinvention mounted in a prior art rear end.

[0030]FIG. 26 is a partial exploded view of an independent rearsuspension of the race car of the present invention.

[0031]FIG. 27A is a front perspective view of an adapter flange of thepresent invention.

[0032]FIG. 27B is a rear perspective view of the adapter flange of FIG.27A.

[0033]FIG. 28 is an exploded perspective view of the independent rearsuspension of the present invention.

[0034]FIG. 29A is a front perspective view of a half shaft/hub adapterflange of the present invention.

[0035]FIG. 29B is a rear perspective view of the half shaft/hub adapterflange of FIG. 29A.

[0036]FIG. 30 is a perspective view of the driveline of the presentinvention mounted to the rear of the tubular chassis of the presentinvention.

[0037]FIG. 31 is a side elevational view of a rear upright of thepresent invention mounted to a braking system.

[0038]FIG. 32 is an end elevational view of the rear upright and brakingsystem of FIG. 31.

[0039]FIG. 33 is a side elevational view of the rear upright of FIG. 31.

[0040]FIG. 34 is an end elevational view of the rear upright of FIG. 31.

[0041]FIG. 35 is a perspective view of a hub and braking system coupledto the tubular chassis of the present invention.

[0042] FIGS. 36-39 are perspective views of the rear end and drivelineof the present invention mounted to the tubular chassis of the presentinvention.

[0043]FIG. 40 is a perspective view of a portion of the driveline of thepresent invention mounted to the tubular chassis of the presentinvention.

[0044]FIG. 41 is a perspective view of the tubular chassis and stressedsteel skin of the present invention, showing a front corner of the racecar.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0045] For the purpose of promoting an understanding of the principlesof the invention, reference will now be made to the embodimentillustrated in the drawings and specific language will be used todescribe the same. It will nevertheless be understood that no limitationof the scope of the invention is thereby intended, such alterations andfurther modifications in the illustrated device, and such furtherapplications of the principles of the invention as illustrated thereinbeing contemplated as would normally occur to one skilled in the art towhich the invention relates.

[0046] The present invention comprises a race car that is physicallysimilar to an IRL open-wheeled race car in size, appearance, soundgeneration, and maximum speed. However, the race car of the presentinvention is designed to be produced and raced at relatively low cost,such as for $60-$75,000.

[0047] Referring to FIGS. 1-4, there is illustrated a perspective viewof a race car chassis frame 10 of the present invention with wheels anda rear end mounted therein. These figures show the left side pod of thecar being formed from 1010 mild steel round welded-seam tubing 12 (thepreferred embodiment), while the right side of the car is shown with aside pod manufactured from an optional mild steel (1010 welded-seam)square tubing 14. An actual race car chassis frame 10 would preferablyincorporate left and right side pods of equivalent construction. Theremainder of the chassis frame 10 is preferably formed from acombination of the square tube 14 and the round tube 12. The roll cagefor the driver is preferably 1½″×0.120″ wall DOM 1026 round steeltubing. The exact configuration of the assembly of tubing sections toform the chassis 10 does not comprise an important aspect of the presentinvention. A multitude of such chassis configurations are known in theart.

[0048] After the tube-frame chassis has been welded together, it iscovered in a stressed steel skin, such as 0.0048″1010/1015 cold-rolledsteel that has been pickled in oil, in order to form a semi-monocoquetub. FIGS. 5-8 illustrate a chassis partially covered with such steelskins. By using such steel skins, the steel skin becomes a stressedcomponent of the entire car, adding to its strength, rigidity, andsafety. This material results in a chassis that weighs more than a racecar built using conventional techniques; however, there is a trade-offin less expensive material, in ease of construction and in increasedrigidity of the car due to the stressed skin material.

[0049] The skin is welded to the tube-frame chassis 10 using MIG spotwelds. Referring to FIGS. 9-12, the skin 16 is preferably overlapped ½″onto the square tubing member 14. The skin 16 is then preferably weldedto the tube 14 on both sides of the skin 16, with approximately 1″separation between welds on the same side of the skin 16. The welds onone side of the skin 16 are then alternated with the welds on the otherside of the skin 16, resulting in a ½″ separation between adjacentwelds. As illustrated in FIGS. 9-12, the welds 18 on the exteriorsurface of the skin 16 are formed at 1″ intervals, while the welds 20 onthe interior surface of the skin 16 are also formed at 1″ intervals,although the placement of the welds 20 lies between the placement of thewelds 18. This interstitially spaced pattern produces an extremelysecure contact between the skin 16 and the tubing 14, allowing the skin16 to become a stressed component of the race car body.

[0050] Another method for reducing the cost and increasing theperformance capabilities of the race car of the present inventioninvolves the use of standard, off-the-shelf components whereverpossible, with modifications being made to these components wherenecessary for the purposes of the present race car. For example, FIGS.13 and 14 illustrate the driveline 30 of the race car of the presentinvention disassembled in an exploded view. The driveline 30 comprises astandard quick-change rear end 32 from a sprint car, which is availableas an off-the-shelf component from various suppliers such as Higman,Franklin, etc. The driveline 30 further includes a standardoff-the-shelf transmission 34, such as a standard stock car transmissionavailable from Brinn. The Brinn transmission has low, high, and reversegears; however, it is comprehended by the present invention that thetransmission 34 could have any number of forward and reverse gears.FIGS. 21-24 hereinbelow illustrate the driveline 30 installed into therace car of the present invention.

[0051] Referring again to FIG. 13, the driveline 30 further comprises acustom machined aluminum engine plate 36 which bolts to the frame of therace car between the engine and the transmission 34, as illustrated inFIGS. 21-24. The engine plate 36 includes a center hole 38 for passageof the engine crankshaft (not shown) therethrough. A custom machinedaluminum transmission mounting plate 40 bolts to the engine plate 36 andalso includes a central hole 42 therethrough to allow coupling of theengine crankshaft to the input shaft 37 of the transmission 34, which ismost clearly visible in the view of FIG. 15.

[0052] The transmission 34 bolts directly to the transmission plate 40,thereby securely coupling the transmission 34 to the race car frame. Theconfiguration of the transmission 34, engine plate 36, and transmissionplate 40 are better illustrated in the view of FIG. 15.

[0053] The output shaft of the transmission 34 comprises a 1⅜″ male10-spline driveshaft. The input shaft of the rear end 32 comprises a 1¼″male 10-spline driveshaft. It is desired that the rear end 32 be coupledto the transmission 34; however, a custom drive coupler is requiredbecause of the different shaft configurations between the transmission34 and the rear end 32. A preferred embodiment of the present inventiontherefore comprehends the use of a custom machined steel drive coupler44 which is journalled within a custom machined 6061 aluminumtransmission/rear end adapter 46, although those having ordinary skillin the art will recognize that other materials may be used.

[0054] Referring to FIG. 17, the transmission/rear end adapter 46contains a transmission mounting flange 48 on one end thereof, and arear end mounting flange 50 on the opposite end thereof. Appropriatemounting holes are formed within the flanges 48 and 50 in order to allowthe transmission/rear end adapter 46 to be mounted directly to thetransmission 34 and to the rear end 32. As can be seen in the view ofFIG. 17, the transmission/rear end adapter 46 includes a centralcylindrical passage (internal bearing surface) 52 adapted to receive thedrive coupler 44 therein. As illustrated in FIG. 18, the drive coupler44 has an internal, female 10-spline surface; however, it is machinedsuch that one half of this internal passage is 1⅜″ in diameter (formounting to the transmission 34 output shaft), while the other end ofthis internal passage is 1¼″ (for mounting to the input shaft of therear end 32). FIG. 19 illustrates the drive coupler 44 partiallyinserted into the internal bearing surface 52 of the transmission/rearend adapter 46. FIG. 20 shows the transmission/rear end adapter 46coupled directly to the transmission 34, while the rear end 32 is beingmoved into position for coupling to the adapter 46.

[0055] From the above description, it can therefore be seen that thetransmission 34 mounts to the frame of the race car, and the rear end 32mounts to the transmission 34 through the adapter 46. In thisconfiguration, the rear end 32 is simply hanging off of the rear end ofthe transmission 34. This arrangement creates too much flex in thedrivetrain as the rear end 32 bobs around due to bumps in the racecourse and to the vibration produced by the race car engine. Some meansare needed to stabilize the position of the rear end 32; however, therear end 32 cannot simply be mounted to the rear frame of the race carbecause the frame flexes too much to maintain perfect alignment of therotating drivetrain.

[0056] The preferred embodiment solution to this problem is a pair ofcustom machined ⅜″ aluminum driveline stiffening plates 54 (see FIGS. 13and 16) which bolt at one end to the rear end 32 and at their other endto the transmission mounting plate 40. Aluminum is a preferred materialfor the plates 54 due to its relatively light weight, however anymaterial having acceptable strength may be used, such as steel or otheralloys. The driveline stiffening plates 54 extend to either side of thetransmission 34 and bolt to the side of transmission 34 as well. Thedriveline stiffening plates 54 therefore cause the rear end 32 to bemounted to the race car at the same point (transmission plate 40) as thetransmission 34, thereby causing these two components to move as a unitand to maintain perfect alignment of the drivetrain. FIGS. 21-24 showthe assembled drivetrain affixed to the race car.

[0057] In its off-the-shelf (prior art) configuration, the rear end 32has a solid rear axle running through it which extends to either side ofthe rear end 32 in order to drive the rear wheels of the vehicle(normally a sprint car). In the present invention, this solid rear axleis preferably removed from the rear end 32 so that a standard half shaft60 (such as a GKN half shaft) may be coupled to either side of the rearend 32 in order to facilitate provision of an independent suspension foreach of the rear wheels. In order to facilitate coupling of the halfshaft 60 to the rear end 32, the space within the rear end 32 formerlyoccupied by the solid axle is replaced with a hollow aluminum spool 62(see FIG. 25) which is operative to rotate with rotation of the inputshaft of the rear end 32. The spool 62 has a series of circumferentialpins 64 protruding from either side thereof. These pins engagecomplementary holes 66 formed into one side of a custom rear end/halfshaft adapter flange 68 (see FIG. 26) which is preferably machined fromsteel. Interaction between the pins 64 and the holes 66 cause theadaptor flange 68 to rotate with the spool 62. The rear end/half shaftadapter flange 68 further includes a series of circumferential holes 70formed therethrough which allow the adapter flange 68 to be bolted toone end of the half shaft 60. Both sides of the adapter flange 68 areillustrated in FIGS. 27A-B, the side which couples to the rear end 32being illustrated on the right, while the side which couples to the halfshaft 60 is illustrated on the left. Those having ordinary skill in theart will recognize that the adaptor flange 68 and the spool 62 may beformed from any material having the required strength.

[0058] The other end of the half shaft 60 (the end nearest to the rearwheel) is bolted to a half shaft/hub adapter flange 72 (see FIG. 28)which facilitates coupling of the half shaft 60 to the hub of the rearwheel. As shown in FIG. 35, the present invention preferably utilizes anoff-the-shelf hub 74 available from Wilwood. The hub 74 has a brake disc76 and brake calipers 78 mounted thereto.

[0059] Referring to FIGS. 29A-B, the half shaft/hub adapter flange 72 isillustrated, in which it can be seen that the adapter flange 72 includesa series of circumferential holes 80 formed therethrough in order tofacilitate mounting of the adapter flange 72 to the half shaft 60. Thehalf shaft side of the adapter flange 72 is illustrated in FIG. 29A,while the hub side of the adapter flange 72 is illustrated in FIG. 29B.

[0060] It can be seen in FIG. 29 that the interior central cavity of theadapter flange 72 includes a series of female splines 82 which mount tocomplementary male splines 84 formed upon one end of a short shaft 86(see FIG. 28) that is used to couple the adapter flange 72 to the hub74. The hub end of the short shaft 86 includes another set of malespines 88 which mate with complementary female splines (not shown)formed within the interior of the hub 74. The short shaft 86 is heldwithin a custom rear upright 90 which includes an internal bearingsurface 92 to support rotation of the short shaft 86. The configurationof the upright 90 is illustrated in detail in FIGS. 31-34.

[0061] As seen in FIGS. 31-34, the upright 90 is coupled to the hub 74and provides a central passage therethrough having an internal bearingsurface 92 for rotation of the short shaft 86 and an external bearingsurface 97 for rotation of the hub 74. The upright 90 further includes aplurality of connection points 94 for coupling the upright 90 to thevarious suspension components, such as A-arms 96 (see FIG. 30).Therefore, the upright 90 is coupled to the car by means of thesuspension components 96, and the hub 74 is coupled to the upright 90and rotates upon the external bearing surface 97. Referring once againto FIG. 29B, the surface 98 exterior to the splined surface 82 of theadapter flange 72 rides within the bearing surface 92. Because of thecoupling between the short shaft 86 and the hub 74, rotation of theshort shaft 86 causes the hub 74 to rotate with respect to thestationary upright 90.

[0062]FIGS. 30 and 35-40 illustrate various views of a partiallyassembled rear end of the race car of the present invention, without thehalf shafts 60 mounted thereto. FIG. 41 is a perspective view of a frontcorner of the race car of the present invention.

[0063] While the invention has been illustrated and described in detailin the drawings and foregoing description, the same is to be consideredas illustrative and not restrictive in character, it being understoodthat only the preferred embodiment has been shown and described and thatall changes and modifications that come within the spirit of theinvention are desired to be protected.

What is claimed:
 1. A race car chassis, comprising: a plurality oftubular elements welded together to form a frame of the race car; and aplurality of steel skin sections welded to the frame; wherein theplurality of steel skin sections form a stressed component of the racecar.
 2. The race car chassis of claim 1, wherein the plurality oftubular elements comprise 1010 mild steel round welded-seam tubing. 3.The race car chassis of claim 1, wherein the plurality of tubularelements comprise 1010 mild steel square welded-seam tubing.
 4. The racecar chassis of claim 1, wherein a portion of the plurality of tubularelements form a roll cage for a driver of the race car, wherein theportion of the plurality of tubular elements comprises 1½″×0.120″ wallDOM 1026 round steel tubing.
 5. The race car chassis of claim 1, whereinthe plurality of steel skin sections comprise 0.0048″ 1010/1015cold-rolled steel.
 6. The race car chassis of claim 1, wherein theplurality of steel skin sections are attached to the frame using MIGspot welds.
 7. The race car chassis of claim 1, wherein at least onejunction between the plurality of steel skin sections and the pluralityof tubular elements comprises a first series of spot welds on a firstside of the steel skin section and a second series of spot welds on asecond, opposite side of the steel skin section, wherein the first andsecond series of spot welds are interstitially spaced.
 8. A method forwelding a substantially flat sheet of metal to a section of metaltubing, comprising the steps of: a) placing the metal sheet such that afirst edge of metal sheet rests upon the metal tubing and a remainder ofthe metal sheet extends beyond the metal tubing; b) forming a firstseries of spot welds from a first side of the metal sheet and along thefirst edge of the metal sheet, thereby joining the metal sheet to themetal tubing; c) forming a second series of spot welds from a secondside of the metal sheet and along an intersection between the secondside of the metal sheet and the metal tubing, thereby further joiningthe metal sheet to the metal tubing, wherein the first and second seriesof spot welds are interstitially spaced.
 9. A rear axle for a race car,comprising: a rear end having an input shaft; a hollow spool coupled tothe rear end and operative to rotate with rotation of the rear end inputshaft, the spool having a first spool side and a second spool sidethereof; first and second half axles, the first half axle coupled to thefirst spool side and the second half axle coupled to the second spoolside, each of the first and second half axles comprising: a rear endadaptor flange having a first rear end flange side coupled to the spool,and a second rear end flange side; a half shaft having a first halfshaft side coupled to the second rear end flange side, and a second halfshaft side; a hub adaptor flange having a first hub flange side coupledto the second half shaft side, and a second hub flange side; a shortshaft having a first short shaft side coupled to the second hub flangeside, and a second short shaft side; and a wheel hub coupled to thesecond short shaft side.
 10. The rear axle of claim 9, wherein: thefirst and second spool sides include a plurality of circumferential pinsprotruding therefrom; and the first rear end flange side includes aplurality of circumferential holes formed therein; and the rear endadaptor flange is coupled to the spool by mating of the plurality ofcircumferential pins with the plurality of circumferential holes. 11.The rear axle of claim 9, wherein the hub adaptor flange furthercomprises: a plurality of circumferential holes formed in the first hubflange side; and a plurality of female splines formed in the second hubflange side.
 12. An independent rear suspension for a race car,comprising: an upright having a passage therethrough, said passagehaving a first bearing surface and a second bearing surface; a hubhaving an internal bearing surface rotatingly engaging the first bearingsurface; a short shaft extending through said passage and having a firstend coupled to the hub and a second end rotatingly engaging the secondbearing surface; and at least one suspension component coupling theupright to a chassis of the race car.
 13. The independent rearsuspension of claim 12, wherein the first bearing surface is an externalbearing surface and the second bearing surface is an internal bearingsurface.
 14. The independent rear suspension of claim 12, wherein theshort shaft comprises: a shaft having a first externally splined end anda second externally splined end; an adaptor flange having an internallysplined surface engaging the second externally splined end, and a flangebearing surface rotatingly engaging the second bearing surface.
 15. Theindependent rear suspension of claim 12, wherein the at least onesuspension component comprises a plurality of A-arms.